EP3333043B1 - Schieneninspektionssystem und -verfahren - Google Patents

Schieneninspektionssystem und -verfahren Download PDF

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Publication number
EP3333043B1
EP3333043B1 EP17161144.5A EP17161144A EP3333043B1 EP 3333043 B1 EP3333043 B1 EP 3333043B1 EP 17161144 A EP17161144 A EP 17161144A EP 3333043 B1 EP3333043 B1 EP 3333043B1
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EP
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Prior art keywords
defect
rail
detected
list
defects
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EP17161144.5A
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English (en)
French (fr)
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EP3333043A1 (de
Inventor
Alberto LÁZARO ENGUITA
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Siemens Rail Automation SA
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Siemens Rail Automation SA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—Broken rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • B61K9/10—Measuring installations for surveying permanent way for detecting cracks in rails or welds thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/045—Rail wear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/047—Track or rail movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control

Definitions

  • the present invention concerns a system and a method for automatically inspecting a rail of a track along which a guided vehicle may travel.
  • the present invention is in particular directed to the automatic detection of rail defects at points along a rail over which guided vehicles may travel.
  • a "Guided vehicle” according to the present invention refers to any rail transport means running on at least one rail supporting a wheel of said guided vehicle, said rail transport means being for instance public transport means like subways, trains or train units, etc., as well as load transporting means such as, for example, overhead traveling cranes, freight trains, for which safety is a very important factor and for which rail defects may affect said safety and cause accidents.
  • any local deterioration of the mechanical properties of a rail that may result from its manufacturing, and/or from its installation/handling, and/or from its interaction with wheels of guided vehicles running on said rail which typically lead to structural degradation of the rail, and/or from its interaction with the natural environment surrounding the rail (e.g. corrosion due to seaside location of a rail).
  • the rail is an essential element of the railway that experiences large and repetitive stresses and strains which may cause rail failures. Usual inspection of rails is thus an important task in order to keep the railway system as safe as possible, in order to avoid for instance derailment of guided vehicles.
  • inspection systems typically equip manned guided vehicles that travel at low speed over the rail to be inspected, said inspection system allowing an operator located on-board the manned guided vehicle to detect and locate a rail defect or failure, which has then to be hand verified immediately by a maintenance team.
  • the detected defects can then be automatically classified into different types, like bulk defects of a rail head, horizontal cracking of a rail head, or surface-breaking defects as disclosed in US 2007/0163352 A1 .
  • Such a classification according to the type of a defect is also disclosed in DE 10 2014 119 095 A1 .
  • An objective of the present invention is to propose a method and system for improving the inspection and maintenance of rails of a railway system, notably by providing a more efficient management of the detected rail defects.
  • an automatic rail inspection system (hereafter ARIS) is proposed for automatically inspecting a rail system, carrying out for instance a detection and localization of rail defects of said rail system.
  • ARIS is an autonomous robot capable of autonomously moving on a rail track while inspecting each rail over which it is running.
  • ARIS is further configured for automatically classifying the detected defects in a list of detected defects, and for updating said list at each new defect that is detected.
  • each newly detected defect is thus classified in said list comprising previously detected defects, wherein said list establishes a ranking among all detected defects, said ranking representing the order according to which the detected defects have to be repaired.
  • Said list and any update of said list might be transmitted in real time to a remote module of the ARIS, said remote module being configured for providing a maintenance team with a display of said list of detected defects and for updating said list in real time in function of each new detected defect according to the list update, wherein the first element of said list indicates to the maintenance team the first defect to be repaired and the following subsequent elements of the list represent the next defects to be repaired in the order in which they have to be repaired.
  • the ARIS is able to classify the defects to be repaired according to an order that optimizes the efficiency of the reparations of said defects by the maintenance team, improving therefore the safety of the rail system.
  • a method for inspecting a rail of a track comprises notably the following steps:
  • Figure 1 shows a preferred embodiment of an ARIS 1 according to the invention configured for inspecting rails of a rail system.
  • a rail 21 has a well-defined structure comprising typically a foot 212, a web 213 and a head 214 that serves as running surface 214 for wheels of guided vehicles.
  • Said ARIS 1 may be installed on-board such a guided vehicle, inspecting in this case the rail 21 during the moving of the guided vehicle over said rail 21, or may be a completely autonomous system, which is autonomously moving over a rail 21 and configured for inspecting the latter.
  • Figure 1 depicts a preferred embodiment of the invention wherein the ARIS 1 is a robot that is configured for autonomously moving on rails 21 of a track 2.
  • the ARIS 1 comprises in particular the following features:
  • non-destructive techniques for inspecting a rail are well known by the skilled man, no further explanations are needed here. According to the present invention, several non-destructive techniques might be combined in order to improve the characterization of the defects, so that for each defect, a physical size and position within the rail might be determined by the processing unit 11 from the measurement data.
  • the rail defect detection system 10 comprises two sets of devices using non-destructive techniques for inspecting a rail, a first set for inspecting one of the pair of rails 21 on which the vehicle carrying the ARIS is moving, and a second set for inspecting the other rail of said pair of rails 21, the first set and the second set being preferentially identical and both connected to the processing unit 11 for providing said measurement data for each rail of the pair of rails 21.
  • the rail defect detection system 10 further comprises a position determination device for determining the location of each detected defect with respect to the railway system.
  • Said position determination device is for instance capable of determining the geographic coordinates of each defect or a distance separating the defect from a reference point on the railway system, so that easy retrieval of the location on the rail where the defect was detected is enabled.
  • the position determination device might comprise for instance a Global Positioning System capable of providing the geographic coordinates of each detected defect, and/or an odometer for measuring the distance separating the location of the defect from a reference point of the railway system.
  • the position determination device is able to further use a marker for indicating the position of the detected defect, said marker being for instance directly put on the rail or in its surrounding environment so that the defect can easily be found by a maintenance team from the marker position, said marker being for instance a specific painting on the rail or its surrounding environment that is for instance specifically configured for being detected by a camera system of a vehicle used by the maintenance team for repairing the defect rails.
  • the position determination device is thus able to measure a position of the defect compared to the railway system and the measured position data are included in the measurement data provided to the processing unit 11 by the rail defect detection system 10.
  • the processing unit 11 comprises for instance one or several processors and memories.
  • the processing unit 11 is configured for processing the measurement data provided by the rail defect detection system 10 in order to characterize each detected defect by a physical size, a position within the rail structure and a location with respect to the railway system.
  • the processing unit 11 is configured for determining a length, a width and a height for each detected defect, wherein said length, width and height correspond preferentially to the smallest length, width and height of a parallelepiped including the detected defect. In case of 1-dimension or 2-dimensions defects, the width and/or height of the parallelepiped are for instance zero.
  • the defect characteristic called "physical size" is then the maximal value among the determined length, width and height of the detected defect.
  • the processing unit 11 is configured for determining the volume of the parallelepiped and/or the area of the biggest surface of the parallelepiped, and providing said volume and/or area as additional defect characteristics for said "physical size" defect characteristic.
  • the physical size characteristic might be thus the maximum length of a defect, an area occupied by a defect (for instance said biggest surface of the parallelepiped), a volume (for instance the volume of said parallelepiped) occupied by a defect, said physical size being obtained by analyzing the measurement data provided by the devices using the non-destructive techniques for inspecting the rail, for instance from images taken by the cameras or an output signal provided by a transducer.
  • the processing unit 11 is further configured for determining the position of the detected defect within the rail structure from said measurement data. For this purpose, the processing unit 11 is configured for analyzing the measurement data in order to determine if the rail defect is located for instance:
  • the processing unit 11 is preferentially further capable of refining the determined position of a rail defect with respect to the rail structure by determining if it is located
  • the processing unit 11 is able to digitize each image captured by each camera of the rail defect detection system 10 for transforming said captured image into a format that can be used for defect detection.
  • the processing unit 11 is configured for detecting if a defect is comprised in the image acquired by the camera.
  • the processing unit 11 uses in particular an object recognition algorithm.
  • the processing unit 11 uses said object recognition algorithm for identifying a presence or absence of rail external defect in each image captured by each camera.
  • the rail defect detection system may comprise several cameras, each pointing to the rail according to a different angle of view so as to enable a virtual 3-dimensional reconstruction of the rail that may serve for the calculation of the previously mentioned parallelepiped.
  • the recognition algorithm uses geometric recognition techniques applied to each image or to a part of each image (for example only to the part comprising the rail, wherein the recognition algorithm is capable of recognizing said rail and/or parts of said rail in each image) for identifying defects on said rail.
  • the object recognition algorithm preferentially uses automatic learning techniques such as boosting for identifying objects like the rail and its defects in the images taken by the camera. Techniques such as boosting for identifying objects in images are well known by the skilled man and do not need further explanations.
  • the defect classification module is notably configured for classifying the detected defects in one or several lists wherein each defect appears only in one of said lists, and in each list, the defects are classified according to classification criteria based on the previously determined defect characteristics so that a repair order for the defects is automatically determined within each list, the defect classification module being further configured for dispatching the lists to the maintenance teams so that each maintenance team receives one list that has been specifically created for said maintenance team by the defect classification module 12.
  • Each list is in particular updated in real time in function of newly detected defects.
  • the defect classification module 12 is configured for associating weightings to each characteristic of the detected defects and summing the obtained weightings for each detected defect, said detected defects being then classified in a list by the defect classification module 12 according to the obtained sum, for instance the detected defect comprising the highest sum value ranking first in the list and other detected defects comprising smallest sum values being ordered according to decreasing sum values in said list.
  • the weighting according to the invention is a coefficient that is associated to each defect characteristics. For instance, a weighting of 10 is associated to a detected 10cm crack and a weighting of 5 is associated to a detected 5cm crack.
  • said list might be split into a number of other lists, called hereafter secondary lists, corresponding to the number of maintenance teams available for repairing the defects, the original list being split in secondary lists in function of the location of each detected defect, so that each secondary list comprises only detected defects within an area of the railway system that is covered by a maintenance team.
  • each secondary list lists the detected defects comprised in an area of the railway system that is under maintenance of a maintenance team that is authorized to repair defects in said area, and is therefore specifically created for said maintenance team.
  • the ARIS 1 might comprise different rail detection systems 10 and processing units 11 installed in different vehicles, each processing unit 11 providing the defect classification module 12 with defect characteristics, said defect classification module 12 centralizing the information about defect characteristics of each detected defect and dispatching in real time lists of repair of said detected defects to each of the maintenance teams, wherein each of said list (secondary list) is specifically created for each team in function of the location of the detected defect and its importance.
  • the defect classification module 12 is configured for associating:
  • Typical values for the weightings are for instance as follows:
  • An example of automatic classification of detected defects from the weightings associated to the defect characteristics of the detected defects is provided at the end of the present description of the invention.
  • the defect classification module 12 is preferentially configured for summing the obtained weightings for the characteristics of each detected defects and classifying the detected defects from the one having obtained the greatest score or value in said summation, to the one having obtained the smallest score or value. Then the defect classification module 12 may send said list to a maintenance team, or, if there are several maintenance teams, split said list into secondary lists wherein said splitting is performed according to the location of each detected defects so that each secondary list comprises defects within a rail system area for which the maintenance team receiving said secondary list is responsible for.
  • the database of the defect classification module 12 is configured for defining for each maintenance team a specific area of the railway system, the defect classification module being then configured for determining from the location of the detected defect to which area of the railway system said detected defect belongs to, and therefore to which maintenance team it corresponds, so as to be able to create said secondary lists.
  • each detected defect of each list might then be displayed on a map of the railway system using a color coding for the ranking of the detected defects in the list, said map being for instance build by the defect detection module 12 and provided to the maintenance team.
  • the ARIS 1 according to the invention might be installed on-board a guided vehicle, like a train, or might be itself an autonomously moving vehicle specifically designed for the inspection, like the robot shown in Fig.
  • the ARIS 1 system may comprise a connection to a power source and/or a power source for its powering, for instance for powering the moving means and/or the rail inspection system 10, and/or the processing unit 11, and/or the communication device 14 and/or the defect classification module 12 if installed within the robot.
  • the motor of said moving means is in particular configured for converting the power of the power source into mechanical energy capable of moving the body 3, and therefore the autonomous ARIS 1 over the rails 21.
  • the motor converts the power of the power source, e.g. electric power, into a mechanical energy that makes a shaft rotating, and wherein the rotation of said shaft drives at least one wheel 4 into rotation, wherein each wheel 4 supporting the body 3 moves over the rails 21 which serve as support for the ARIS 1.
  • the present invention proposes a system and a method for automatically inspecting a rail in order to detect defects of said rail and creating at least one list of detected defects wherein said defects are classified according to an order according to which they have to be repaired in order to optimize the efficiency of a maintenance team and ensuring the safety of a railway system.
  • weightings automatically associated to characteristics of the detected defects by the ARIS are preferentially used for determining a ranking among the detected defects.
  • the present example illustrates a classification of three defects detected by the ARIS using the weighting method.
  • NH 15 trains per hour moving over a location X1 of track of said railway network.
  • NH represents the highest cadency of the trains for said railway network.
  • the processing unit 11 of the ARIS is configured for determining the characteristics of the detected defects from the measurement data. The obtained characteristics are for instance as follows:
  • the defect classification module 12 is preferentially configured for using weightings in order to classify the detected defects. For this purpose a weighting will be associated to each detected defect characteristic by the defect classification module 12.
  • the defect classification module is configured for comparing the defect characteristics in order to determine the value S_G.
  • the weightings obtained by the defect classification module might be as follows:
  • the defect classification module automatically calculates the sum of the weightings for the third defect, which gives: 78.66.
  • the defect classification module automatically rank the detected defects according to their weightings in order to determine the order of repair of said detected defects, giving rise to the following list of detected defects and order of repair:
  • the present invention is not limited to a classification of 3 detected defects, but is able to classify a higher number of detected defects. Additionally, the values provided for the weightings might be adapted by the skilled man in order to rank differently the detected defects according to the present invention.

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  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)

Claims (15)

  1. Automatisches Schienenprüfsystem (1), nachfolgend ASPS genannt, zum automatischen Prüfen einer Schiene (21) eines Schienennetzes, das Schienendefekte erkennt, ortet und klassifiziert, wobei das ASPS (1) Folgendes umfasst:
    - ein Schienendefekterkennungssystem (10) zum automatischen Erkennen eines Schienendefekts, das Messdaten bezüglich seiner Prüfung der Schiene (21) ausgibt,
    - eine Verarbeitungseinheit (11), die so konfiguriert ist, dass sie die Messdaten analysiert, um automatisch für jeden erkannten Defekt ein Defektmerkmal zu ermitteln,
    dadurch gekennzeichnet, dass
    - ein Defektklassifizierungsmodul (12), das so konfiguriert ist, dass es den erkannten Defekt in Abhängigkeit von dem ermittelten Defektmerkmal in einer Liste erkannter Defekte klassifiziert, wobei die Liste unter allen erkannten Defekten eine Rangfolge festlegt, die eine Reihenfolge für die Reparatur darstellt, gemäß der die erkannten Defekte zu reparieren sind, wobei die Klassifizierung der erkannten Defekte in der Liste somit so konfiguriert ist, dass sie die Reihenfolge für die Reparatur der erkannten Defekte festlegt.
  2. ASPS (1) nach Anspruch 1, wobei zumindest die folgenden Defektmerkmale automatisch ermittelt werden: eine physische Größe des erkannten Defekts, eine Lage des erkannten Defekts in Bezug auf eine Schienenkonstruktion und ein Standort des erkannten Defekts in Bezug auf das Schienennetz.
  3. ASPS (1) nach Anspruch 2, wobei ein oder mehrere der folgenden physischen Größenmerkmale des erkannten Defekts von der Verarbeitungseinheit ermittelt werden:
    - eine maximale Länge des erkannten Defekts,
    - eine von dem erkannten Defekt in Anspruch genommene Fläche,
    - ein von dem erkannten Defekt in Anspruch genommenes Volumen.
  4. ASPS (1) nach Anspruch 2 oder 3, wobei das Lage-Defektmerkmal zum Festlegen dient, ob sich der erkannte Defekt:
    - am und/oder im Kopf 211 der Schiene und/oder
    - am und/oder im Fuß 212 der Schiene und/oder
    - am und/oder im Steg 213 der Schiene befindet.
  5. ASPS (1) nach einem der Ansprüche 1 bis 4, wobei das Defektklassifizierungsmodul (12) eine Datenbank umfasst, wobei Gewichtungen für die Defektmerkmale gespeichert und für die Klassifizierung benutzt werden.
  6. ASPS (1) nach Anspruch 5, wobei das Defektklassifizierungsmodul (12) so konfiguriert ist, dass es jedes Defektmerkmal mit einer Gewichtung verknüpft und den erkannten Defekt in der Liste gemäß dem Wert der Summe der Gewichtungen einstuft, die für die den erkannten Defekt beschreibenden Merkmale erhalten werden.
  7. ASPS (1) nach Anspruch 5 oder 6, wobei jede Gewichtung in der Datenbank vorgegeben ist oder von dem Defektklassifizierungsmodul (12) berechnet wird.
  8. ASPS (1) nach einem der Ansprüche 1 bis 7, wobei das Defektklassifizierungsmodul (12) so konfiguriert ist, dass es die Liste jedes Mal, wenn ein neuer Defekt erkannt wird, in Echtzeit automatisch aktualisiert und die Liste und sämtliche Aktualisierungen der Liste zu einer Kommunikationsvorrichtung eines Wartungsteams sendet.
  9. ASPS (1) nach einem der Ansprüche 1 bis 8, wobei das Defektklassifizierungsmodul (12) so konfiguriert ist, dass es die Liste in Abhängigkeit von einem Standort des erkannten Defekts in dem Schienennetz in Teillisten unterteilt, wobei die Anzahl der Teillisten einer Anzahl verfügbarer Wartungsteams entspricht, wobei jede Teilliste nur erkannte Defekte umfasst, deren jeweiliger Standort sich innerhalb eines Satzes Standorte befindet, für die eines der Wartungsteams zuständig ist.
  10. ASPS (1) nach einem der Ansprüche 1 bis 9, wobei das Schienendefekterkennungssystem (10) und die Verarbeitungseinheit (11) an Bord eines spurgebundenen Fahrzeugs eingebaut sind und sich das Defektklassifizierungsmodul (12) in Bezug auf das spurgebundene Fahrzeug an einem entfernt gelegenen Standort befindet.
  11. ASPS (1) nach Anspruch 10, wobei es sich bei dem spurgebundenen Fahrzeug um einen autonomen mobilen Roboter handelt.
  12. ASPS (1) nach einem der Ansprüche 1 bis 11, wobei das Defektklassifizierungsmodul (12) eine Kommunikationsvorrichtung (13) für den Datenaustausch mit einer weiteren Kommunikationsvorrichtung (14) umfasst, die mit der Verarbeitungseinheit (11) oder einer weiteren Kommunikationsvorrichtung verbunden ist, mit der ein Fahrzeug eines Wartungsteams ausgestattet ist.
  13. Verfahren zum automatischen Prüfen einer Schiene (21) eines Schienennetzes, das Schienendefekte erkennt, ortet und klassifiziert, wobei das Verfahren Folgendes umfasst:
    - Benutzen eines automatischen Schienenprüfsystems (1), nachfolgend ASPS genannt, zum Erkennen und Orten von Defekten der Schiene (21) eines Gleises (2) des Schienennetzes für spurgebundene Fahrzeuge,
    - Ermitteln eines Defektmerkmals für jeden erkannten Defekt,
    dadurch gekennzeichnet, dass es Folgendes umfasst:
    - automatisches Klassifizieren des erkannten Defekts in einer Liste erkannter Defekte in Abhängigkeit von dem ermittelten Defektmerkmal, wobei die Liste unter allen erkannten Defekten eine Rangfolge festlegt, die eine Reihenfolge für die Reparatur darstellt, gemäß der die erkannten Defekte zu reparieren sind, wobei die Klassifizierung der erkannten Defekte in der Liste somit so konfiguriert ist, dass sie die Reihenfolge für die Reparatur der erkannten Defekte festlegt.
  14. Verfahren nach Anspruch 13, das das Aktualisieren der Liste in Echtzeit bei jedem neuen erkannten Defekt und das automatische Übermitteln der Liste und sämtlicher neuer Aktualisierungen der Liste in Echtzeit an ein Wartungsteam umfasst.
  15. Verfahren nach Anspruch 13 oder 14, das das Verknüpfen einer Gewichtung mit jedem Merkmal jedes erkannten Defekts und das Summieren der mit seinen Merkmalen verknüpften Gewichtungen für jeden erkannten Defekt umfasst, um den erkannten Defekt in der Liste gemäß dem Wert der gewonnenen Summe zu klassifizieren.
EP17161144.5A 2016-12-08 2017-03-15 Schieneninspektionssystem und -verfahren Active EP3333043B1 (de)

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EP3333043A1 (de) 2018-06-13
ES2877231T3 (es) 2021-11-16
PT3333043T (pt) 2021-07-27

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